Colombia Tender Soybean Meal in Bulk to Colombia Freight Tender: IFB No. 25-009B

25-009B Colombia Tender

March 12, 2026

Counterpart International FFP FY 2025 Colombia Program
Soybean Meal in Bulk to Colombia
Freight Tender: IFB No. 25-009B
Date: March 11, 2026

BKA Logistics LLC, for and on behalf of Counterpart International (hereafter called CPI),
Charterer, requests firm offers of U.S. and non-U.S. flag vessels for the carriage of
soybean meal in bulk, under the Food for Progress program on the following basis:
Agreement No. FCC-514-2025/013-00

Sales Order No. 5001022114 for 30,000 MT (Santa Marta) / BKA Ref: F26-0029.
Sales Order No: 5001022115 for 20,000 MT (Barranquilla) / BKA Ref: F26-0030.

Commodity Solicitation No.2000011219
Freight Solicitation No. 2000011220

Freight offers are due no later than 1000 hours CDT (1100 hours EDT) March 17, 2026.

Freight offers are to remain valid until 1700 hours EDT March 19, 2026.

Only firm offers that are responsive to the terms of this IFB will be considered and no
negotiations will be permitted.

Submission of freight offers:
All carriers are required to submit offers electronically, by the due date and time, for the
cargoes advertised by this IFB via the U.S. Department of Agriculture (USDA) Web
Based Supply Chain Management (WBSCM) system for the Invitation number(s)
referenced above. All offers are subject to all requirements of WBSCM and of the aforementioned
Invitation(s), including the deadline(s) for submission of bids therein.

The Web Based Supply Chain Management system can be accessed through the
following website: http://www.usda.gov/wps/portal/usda/usdahome?navid=wbscm(link is external)
Carriers must be assigned a USDA E authentication Logon ID and password to access
the WBSCM system. Contact the WBSCM help desk for information regarding Logon
IDs, passwords, and WBSCM system questions or concerns:
Telephone: (877) 927-2648; e-mail: wbscm.servicedesk@caci.com

All proposals will be evaluated on the rates submitted in WBSCM. Free form remarks
are not evaluated and are for informational purposes only and to cover optional ports,
optional discharge rates, etc.

For evaluation, Offerors to enter Ocean Transportation charges basis Free Out, two
safe berths, safe port Santa Marta, Colombia for up to 30,000 MT, and/or one safe
berth, safe port Barranquilla, Colombia for up to 20,000 MT.

Freight payment: Freight payment shall be processed through the WBSCM system and
paid by USDA. Instructions for the freight payment procedures through WBSCM are
available from:
BKA Logistics LLC – Email: mark.millard@bkalogistics.net or rsingh@bkalogistics.net

1) Cargo: Up to 50,000 Metric Tons Soybean Meal in bulk, basis:
a) Up to 30,000 Metric Tons for Santa Marta, Colombia (SO# 5001022114).
b) Up to 20,000 Metric Tons for Barranquilla, Colombia (SO# 5001022115).
Offerors should consider offering vessels to carry a range of tonnages up to the
quantities stated above in the event that quantity purchased is less than the quantity
stated. Contracted quantities will be on min/max basis.
If vessel is fixed basis Part Cargo - Any additional completion cargo(es) must be duly
separated, must be compatible and non-injurious to CPI’s cargo, and must be detailed
in offer or approved by CPI/USDA if contracted after fixture of CPI cargo. Vessel’s
itinerary and geographic proximity of completion cargo(es) will be taken into
consideration by CPI/USDA in approval of such part cargo(es) in order not to unduly
impede delivery of CPI’s cargo to discharge port(s).
Any such completion cargoes, even if same grade and quality of CPI cargo must be
duly separated by owner, at owner’s risk time and expense. Separation to be by
vessel’s natural segregation or otherwise by Kobe-type separation for wheat only.
Separation, if any, shall be at owner’s time, risk and expense. If Kobe separation used,
Owner must construct the separation so that fumigation of the cargo is effective and the
separation/ stowage must be approved by the National Cargo Bureau (NCB), all at
Owner’s time, risk and expense.
CPI cargoes to be the first port of discharge after vessel completes loading and sails
from the U.S. load port(s).

2) Laydays: May 1-10, 2026
Offers submitted under this invitation are required to have a cancelling date no later
than the last date of the laydays as stated above. Vessels which are offered with a
cancelling date beyond the laydays specified above will not be considered.

3) Vessel Preadvice Notice: Owners to provide Fourteen (14) day preadvice of vessel
readiness to load. Preadvice notice must be received at the office of BKA Logistics
LLC. Prior to 1100 hours Washington DC time on regular business day to be
considered received on that day. If preadvice is received later than 1100 hours
Washington DC time on regular business day –or- on weekends / holidays then
preadvice notice will be considered received on the next business day. In addition to
sending preadvice notice to BKA, as above, owner must also provide copy of their
preadvice notice to USDA / KCCO Bulk Commodities Division, Email: Email:
jennifer.russenberger@usda.gov , harry.king@usda.gov and melvin.smith@usda.gov .

4) Load Port: 1 to 2 safe berths each 1 to 2 safe port(s) any U.S. range. Mississippi
River, including but not north of Port Allen to be considered as one port; Columbia River
District including Portland to be considered as one port; San Francisco Bay area
including Sacramento and Stockton to be considered as one port.

5) Discharge Ports:
a) Two safe berths, safe port Santa Marta, Colombia
and/or
b) One safe berth, safe port Barranquilla, Colombia.
In the event the shipment is performed on a single vessel, the sequence of discharge
shall be: (a) Santa Marta, Colombia, as the first port of discharge, and (b) Barranquilla,
Colombia as the subsequent port of discharge.
Charterer’s buyers at each discharge port, as guidance only and without guarantee,
indicate the port restrictions and information as follows: Owners to verify same
themselves with the port agent:
a) At Santa Marta Port:
Pier 6: 17.3 M SW Draft
Pier 7: 14.3 M SW Draft
Pier 4: Fwd 10.70 M / Aft 12.50 M SW Draft
Density: SW 1.022/1.023 approximately.
Maximum LOA: Not applicable.
Discharging by Ship’s cranes at Piers 6 and 7 in Santa Marta.
Discharging predominantly with suction system at Pier 4, but also using ship’s
cranes simultaneously.
b) At Barranquilla Port:
Draft Fwd: 8.90 M
Draft Aft: 9.20 M
Density: 0.996 Approximately.
Maximum LOA: 200 Meters.
Discharging by ship’s cranes.
All time lost and all extra expenses resulting from vessels exceeding these restrictions
are for the account of the vessel Owner.

6) Vessel Lightering: Owners are responsible for vessel arriving at the discharge port
within allowable draft. Lightering is permitted at vessel Owner’s time, risk and expense.
Lightening (if applicable) must be performed in the territorial waters of the country of the
discharge port. Lightering daughter vessel must be single deck bulk carriers meeting
port’s vessel restrictions. Vacuvators are not permitted. Daughter vessel must be
classed highest in Lloyds or equivalent and certified fit for receipt and carriage of bulk
cargo under this charter party by first class independent surveyor. If full lightering
performed then, each daughter vessel, after completion of lightering operations
applicable to that vessel, must tender its Notice of Readiness to discharge to
consignees/receivers of their agents during regular business hours (as per Clause 8
below) and laytime shall commence at 0800 hours on next business day and prior time
is not to count as laytime used. Laytime shall not count on daughter vessel(s) waiting
for discharge berth while another daughter vessel is occupying the discharge
berth. Laytime shall recommence on daughter vessel awaiting discharge berth once the
daughter vessel at discharge berth has departed. If partial lightering performed then,
after mother vessel has completed lightering operations and reached required safe
arrival draft for the discharge port, the mother vessel may tender its Notice of Readiness
to discharge to consignees/receivers or their agents during regular business hours (as
per Clause 8 below) and laytime shall commence at 0800 hours on next business day
and prior time used is not to count as laytime used.

7) Load Terms: Cargo to be loaded according to berth terms with customary despatch
at the average rate as provided below based on vessels contracted quantity. The rates
are basis tons of 2204.6 pounds per weather working day of 24 consecutive hours,
Saturdays, Sundays and holidays excepted, even if used (WWDSSHEXEIU). Any
Stowing and/or trimming to be for Owner’s account.
Bulk carriers:
Vessel contracted Quantity Loading guarantee
0 – 9,999.99 MT 4,000 MT per day
10,000.00 – 19,999.99 MT 5,000 MT per day
20,000.00 – 29,999.99 MT 6,000 MT per day
30,000.00 – 39,999.99 MT 7,500 MT per day
40,000.00 – 49,999.99 MT 10,000 MT per day
50,000.00 MT and above 12,000 MT per day
Tween-deckers: the load guarantee shall be 3,000 MT per day.
No load guarantee for Lash / Seabee barges.
Prior to tendering the notice of readiness the vessel must pass USDA FGIS stowage
examination inspection and NCB Load Readiness inspection. Charterer requires and
owner to provide the original USDA FGIS Vessel Stowage Examination Certificate and
NCB load readiness Certificate and not worksheets.
NB: Charterer/Receiver may require a Preshipment Inspection (PSI) or a Pre-Export
Verification of Conformity (PVoC). Said PSI or PVoC shall be arranged and paid for by
Charterer/ Receiver, Owner to permit the Preshipment inspector to board and inspect
vessel holds and witness the loading.
Further Charterer/ Receiver will require samples of commodity to be drawn as loaded
on to the vessel. Said sampling shall be done, arranged and paid for by Charterer/
receiver. Owner to permit Charterer/Receiver Sampling inspector to board the vessel
and take the said samples from the vessel’s holds.
The bulk cargo shall not be loaded into deeptanks, bunker and bridge spaces, wing
spaces or ends of tweendecks or other intervening spaces where cargo cannot bleed
into centerholds where cargo is directly accessible to grab discharge. Any time used for
discharge the cargo from such places shall not count as laytime or time on demurrage.

8) Discharging Terms:
The cargo is to be discharged by Buyers/Receivers free of risk and expense to the
vessel (Free Out discharge), at the average rate of 5,000 MT of 2204.6 pounds for bulk
carriers and 750 MT of 2204.6 pounds for Tween/Multi-deckers per weather working
days of 24 consecutive hours, Saturdays, Sundays and official holidays (as per BIMCO
holiday calendar) excepted, even if used (WWDSSHEX EIU), on the basis of the Bill of
Lading quantity. Time from 1700 hours local time Friday (or on a day preceding official
holiday) through 0800 hours local time Monday (or day after official holiday) shall not
count against laytime, even if used.
Time will cease to count as laytime or time on demurrage upon cargo discharge being
completed.
Notice of Readiness to Discharge:
Notification of vessel’s readiness (NOR) to discharge must be provided to the
Buyer/Receiver or its agent within the period of 0900 hours to 1700 hours (local time),
Monday through Friday (except Holidays), and within the period of 0900 hours to 1200
hours on Saturdays (Sundays and Holidays excluded) whether vessel has been
customs cleared or not (WCCON); whether vessel has been granted Free Pratique or
not (WIFPON); whether vessel is in port or not (WIPON); whether vessel is in berth or
not (WIBON). Laytime to commence at 0800 hours on the next working day after the
NOR has been tendered, WCCON, WIFPON, WIPON, WIBON. At the vessel’s option
the NOR may be tendered in writing by email. Furthermore, at the Vessel’s option, the
NOR may be tendered if the vessel is at anchorage waiting for a berth.
Laytime Time at Discharge Port:
Waiting time (inside or outside commercial port limits) for anchorage or berth will count
as laytime. Laytime will commence at 0800 hours (local time) on the next working day
after the NOR, as per the Governing Charter Party, has been tendered, WCCON,
WIFPON, WIPON, WIBON, even if discharging commences earlier.
If the discharging berth is unavailable the master may warrant that the vessel is in all
respects ready to discharge and tender the NOR from any usual waiting place, Whether
in Port or not (WIPON), Whether in Berth or not (WIBON), Whether in Free Pratique or
not (WIFPON), Whether Customs Cleared or not (WCCON). Laytime shall commence
at 0800 hours on the next working day if NOR is validly tendered. Time used before
commencement of laytime shall not count.
If the discharge berth is occupied and the vessel occupying the berth is prevented from
discharging her cargo due to weather conditions, time so lost shall not count as laytime,
unless Owner’s vessel waiting for the berth to become available is on demurrage.
Any delays caused by floods, quarantine or by cases of Force Majeure shall not count
as laytime unless the vessel is already on demurrage.
When Master has tendered the NOR to discharge from a waiting place and vessel is
subsequently found unready in application of the above provisions, laytime or time on
demurrage shall not count from the time vessel is rejected until the time she is
accepted. Any time lost shifting from waiting place to berth shall not count as laytime or
as time on demurrage, unless vessel is already on demurrage.
Shifting:
Shifting from customary waiting place at port anchorage to discharge berth to be for
vessel’s account, and time not to count as laytime.
Any shifting and associated laytime as a result of vessel and/or vessel owner’s inability
to allow Buyers/ Receivers to access cargo will be at Vessel Owner’s account.
If vessel is not capable of meeting discharge rate, as stated above, then the port
authority at their discretion may require vessel to leave the berth. In such a case, any
delays, shifting costs or additional expense will be solely for owner’s/vessel’s account,
time lost shall not count as laytime or time on demurrage.
All other time and expenses used in the Vessel shifting from one anchorage or berth or
place of cargo operations to another, beyond the contracted delivery terms, are for the
Buyer’s/Receiver’s account and will count as laytime, even if such Vessel shifting was
ordered by the relevant authority at the discharge port(s). Any shifting and associated
laytime as a result of vessel and/or vessel owner’s inability to allow buyers to access
cargo will be for vessel owners account. If additional terminals and/or berths are used
for discharge, beyond the contracted delivery terms, the Buyer/Receiver is responsible
for all costs and shifting between terminals and any additional berth costs beyond two
safe berths at Santa Marta, and one safe berth at Barranquilla, are to be handled and
settled directly between the Buyer/Receiver, the Port Terminals, and the vessel owner.
Buyer/Receiver is responsible to obtain acceptable costs directly from the vessel owner,
local terminals and authorities before incurring any additional costs beyond the
contracted delivery terms.
Hatch Opening/Closing:
Opening and closing of hatches to be carried out by vessel’s crew free of charge to
charterers and time not to count as laytime or time on demurrage. Mechanical or
hydraulic hatch covers for vessels or rain tents for all hatches are required.
Time lost whilst hatches are closed due weather conditions, even if due to the threat of
bad weather, said time shall not count as laytime used or time on demurrage.
High Swell:
High Swells occurring during discharge operations are deemed to be adverse weather
conditions and therefore interruption of discharge operations caused by high swells,
under terms of weather working day, shall not count as laytime used. Determination of
High Swells shall be by the Port Authority. Time of High Swells that prevent safe
discharge must be duly noted in the official Statement of Facts and signed by all
relevant parties.

9) Laytime is non-reversible.

10) Stevedores: At load port owner to appoint and pay for stevedores. At discharge
port(s) charterer /receivers to appoint and pay for stevedores.

11) Vessel Agents: At load port owner to appoint and pay for vessel’s agent.
Charterer/receiver nominate the following vessel’s agents at the stated discharge ports
whom owner will appoint and pay:
TO BE ADVISED.

12) Bills of Ladings: The ocean carrier shall release set(s) of clean on board ocean
Bills of Lading, to Charterer's freight forwarder promptly upon completion of loading of
each commodity supplier's cargo. Said Bills of Lading to be sent by courier to
Charterer’s freight forwarder at owner’s expense. The total tonnage loaded may be split
in multiple sets of Bills of Lading consigned to different receivers. Said Bills of Ladings
may be marked “Freight Prepaid”, “Freight Payable as per Charter Party”, or “Freight
Payable as per Governing Charter Party”, and may also be required to be “to Order”, all
at charterer’s option.
The commodities will be loaded and shipped in bulk with the quantity determined by the
Official Grain Weight Certificate issued by USDA/FGIS or USDA approved
Surveyor/Inspection company, on completion of loading. Bill of Lading quantities and
freight charges will be based upon the Official Grain Weight Certificate(s) figures a/o
surveyor/inspection company weight certificate. Claims or demands for freight amounts
that exceed the aforementioned Bill of Lading weights will not be considered.
Upon Vessel's arrival at discharge port(s) delivery will be allowed by the Owner's local
Agent against Charterer's or Charterer’s nominated Buyers’/Receivers’ letter(s) of
indemnity in lieu of the original Bill of Lading, if same is not received in time.

13) Demurrage / Despatch: are applicable at load and discharge ports. Owners are to
specify their demurrage/dispatch rates in their offer, despatch rates must be one-half of
demurrage rates as quoted.
Detention Charges if Claimed:
In the event of any occurrence, happening or circumstances giving rise to a claim by
Owners for detention or deviation, the charter’s daily load port demurrage rate pro rata
shall apply to calculate same and shall serve as the only recoverable charges or
damages relating to same. In return for such payment, Owners agree to release,
acquit, and hold harmless Charterers from any and all claims, losses, and damages of
whatsoever kind, whether physical or economic, in contract or tort, at law or in equity,
suffered as a result of such occurrence, happening or circumstances.

14) Load Port Laytime: At load port (s) Laytime accounts are to be settled directly
between owners and commodity supplier(s). Laytime calculation, overtime and trimming
to be in accordance with addendum no 1 of the North American Export Grain
Association’s FOB Contract No 2 (revised as of April 15, 2024) clause nos. 1-10
inclusive (hereinafter referred to as NAEGA) regardless of vessel type. Further, the
following modifications to NAEGA will apply: anywhere the word “buyer” appears, the
words “vessel owner” is to be substituted. Under no circumstance shall charterers or
USDA/CCC be responsible for resolving disputes involving the calculations of laytime or
the payment of demurrage or despatch between the vessel owner and commodity
supplier. Any/all disputes between vessel owner and supplier arising out of the contract
relating to the settlement of laytime issues shall be arbitrated in New York in
accordance with the rules of the Society of Maritime Arbitrators, Inc.

15) Discharge Port Laytime: At discharge port, laytime calculation and settlement of
demurrage and despatch will be directly between Buyers/Receivers and Vessel Owner.
Neither Charterer nor USDA will be responsible for settling matters of laytime
calculation or settlement of demurrage / despatch. In event of despatch earned
Owner’s to pay the agreed upon despatch directly to the Receiver against Receivers’
invoice or at Receivers’ option Owner’s Credit Note. Any disputes in settlement of
laytime issues between Buyer/Receiver and Vessel Owner, to be arbitrated in the State
of New York under Society of Maritime Arbitrators, Inc. Any additional laytime terms
shall be as per the governing Charter Party.
Charterer shall have no financial liability for demurrage, despatch, or laytime matters
and no duty to participate in any settlement thereof. Any participation by Charterer or its
logistics agents shall be non-binding and purely facilitative.
Buyer for both Santa Marta and Barranquilla Colombia is:
Seaboard, 43 Evergreen House, Circular Road, Douglas, Isle of Man IMI 1A7.

16) Vessel type restrictions: Towed barges will not be considered. Tankers will not be
considered. The vessels may be geared or gearless US Flag Bulk Carriers or U.S. flag
Tween/Multi decks. For Non- US Flag vessels, only geared Bulk Carriers will be
considered. All performing vessels must meet the port /terminal restrictions on Vessel
LOA, Beam, and arrival draft. Otherwise, the lightering clause of this tender takes effect.

17) Vessel Age and Additional Requirements:
Foreign flag vessels must not be older than 15 years and must be classed highest in
Lloyd’s register or its equivalent – date of original construction, not rebuilt date, to
govern. Any extra insurance on account of vessel’s age, flag, ownership, type,
configuration or classification will be for owners account, but not exceeding New York
market rates for U.S. Flag vessels and not exceeding London Market rates for Non-US
Flag vessels, at time of application. The Receiver to produce quotes and vouchers to
evidence that such coverage penalty has been incurred. NVOCC’s may not be
employed to carry U.S. flag or foreign flag shipments. For US flag vessels over 15
years of age and ATBs / ITBs, owners are required to provide an additional certificate
from NCB certifying that vessel’s hatch covers and any other openings leading to cargo
compartments have been sealed to prevent any outside water from entering the cargo
spaces. Cost of sealing and special survey are for account of owner and in no way
diminishes owners’ liability and responsibilities toward the cargo.
Special note: Should offered vessel be enrolled in an insurance program that negates
the overage premium requirement, offer to include all information and certifications for
verification.

18) Vessel Gear Requirements: Towed barges and Tankers are not acceptable. U.S.
Flag vessels may be non-geared and/or Tween/Multideckers. In case U.S. flag vessels
are not equipped with jib cranes of minimum 25 MT SWL and/or cranes which do not
permit discharging with 8 cubic meter shore grabs into shore hoppers, the vessel owner
shall hire at vessel owner’s expense and risk a shore crane for each workable hatch
with sufficient safe working load (SWL) capacity to operate 8 cubic meter shore grabs
safely and efficiently. Any time lost as a result of: (a) Shore crane(s) not being
immediately available upon vessels arrival at the discharge port and/or (b) the initial
setup of the shore crane(s) and/or (c) breakdown or maintenance of the shore crane(s),
does count as laytime or time on demurrage.
Non-US Flag vessels to be geared, equipped with own cranes with minimum capacity of
25 MT SWL covering each workable hatch where cargo is stowed to be discharged and
permit discharging with 8 cubic meter shore grabs into shore hoppers. Any time lost on
account of the vessel’s crane(s) breaking down or requiring maintenance shall not count
as laytime or time on demurrage.
Non-geared U.S. flag vessels will be required to furnish all necessary discharge
equipment to maintain the guaranteed discharge rate, at Owner’s expense, and when
necessary, provide all necessary operators and technicians for the equipment provided.
Any shore gear required for discharging or lifting in/out of equipment must be furnished
at vessel owmer’s risk and expense. Gear provided by vessel must be also capable of
lifting equipment necessary for trimming and breaking up of any caked soybean meal
in/out of the holds.
Discharging equipment must meet all requirements and regulations of the applicable
port authorities.

19) Dues and Taxes: At the Load Port -Any dues and/or taxes on cargo and/or freight
to be for Charterers' account, and any dues and/or taxes on vessel (including normal
port dues and services and facilities charges) to be for Owners' account.
At the discharge port - Any dues and/or taxes on cargo to be for Charterers' account,
and any port dues, fees and/or taxes on vessel (including normal port dues and services
and facilities charges) to be for Owners' account.

20) Fumigation: Vessel will be fumigated with an Aluminum Phosphide preparation
in-transit, in accordance with USDA/FGIS Handbook revised July 10, 2020 and any
subsequent revisions to said handbook. At final loading port, commodity supplier
will arrange and pay for in-transit fumigation performed by a certified applicator.
Fumigation will be witnessed by FGIS, USDA, and the Aluminum Phosphide
preparation must be contained in packaging as described in the fumigation
handbook. Dust retainers must be used. For tweendeckers and bulk carriers
(including push-mode ITB), the recirculation method of fumigation will be used.
Tween-deck/multi-deck vessels are acceptable only when a certified applicator states
that the vessel has been inspected and found to be suitable for in-transit fumigation.
USDA FAS Notice to the Trade “Bulk Vessel Fumigation with Phosphine”, dated
February 16, 2023, and Notice to the Trade “Bulk/Breakbulk Vessel Fumigation
with Phosphine-Revised”, dated February 1, 2024, are full incorporated herein,
which includes Fumigation Protocols for Bulk Cargo.
The removal and disposal of fumigant sleeves, pipes, dust retainers or other fumigation
materials used for intransit fumigation shall be for Buyer’s/Receiver’s time, risk, and
expense and time used to count as laytime.
At the discharge port and upon inspection by government inspectors, if cargo and/or
vessel is found to be infested and provided clean bill(s) of lading were issued, said
fumigation costs are for owner's (vessel's) time, risk and expense and the time used
shall not count as laytime or time on demurrage.

21) Named Vessels Only / Substitution: Offers of only named vessels will be
considered. No vessel substitution is permitted without CPI / USDA approval.
RightShip Requirements:
Charterer and/or USDA reserves the right to require the offered and performing vessel
to have a vetting approval from RightShip. The vetting evaluation of the performing
vessel may require a RightShip inspection. Owners must allow RightShip or their
contracted inspection company to perform the required inspection at the Owner’s cost.
Any vessel that fails to meet vetting approval (at least a Rightship Safety Score of
three out of five) or does not allow an inspection when required, may not be
considered and any substitute vessel after fixture may be subject to contract termination
and owner shall be responsible for any additional costs to charterer.
NB: RightShip’s revised “inspection age trigger” – Phase 1 is updated as of 1
October 2025 as follows:
- Vessels aged 13 years and older must hold a valid RightShip Inspection to
pass vetting.
- Vessels without a valid inspection will see their Safety Score downgraded
to 2/5 affecting their chartering opportunities.

22) ISM Code: Owner warrants, represents and undertakes that the Vessel complies
fully with all the requirements of the International Safety Management (ISM) code and
the International Code for the Security of Ships and of port facilities and the relevant
amendments to Chapter XI of Solas and all amendments from time to time in force
(ISPS Code) and where the Load Port or Discharge Port is within the USA and US
territories or waters, with the US Maritime Transportation Security Act 2002 (MTSA).
Upon request, Owner shall, inter alia, provide the relevant International Ship Security
Certificate (ISSC).
Notwithstanding any prior acceptance of the Vessels by Charterer, if at any time prior to
or during the vessels stay at the Discharge Port the vessel is found not to be compliant
with the ISPS Code or the MTSA or ceases to be so, Charterer/ Receiver shall have the
right not to berth such nominated vessel and any and all damages/costs/expenses
including, but not limited to, demurrage, carrying charges, levies or taxes shall be for the
account of the Owner. Owner shall, accordingly, be obliged to substitute such nominated
vessel with a vessel complying with the requirements of the ISPS Code or the MTSA.
Charterer/ Receiver hereby warrants that, inter alia, Discharge Port / facility is fully ISPS
Code and MTSA compliant having a port Facility Security Plan (PFSC). Upon request,
Charterer/ Receiver to provide written proof thereof prior to discharge. Any and all
damages/costs/expenses incurred by the Vessel including, but not limited to, demurrage,
damages for detention or otherwise, along with any additional charge, fee or duty levied
on the Vessel at the Discharge Port resulting directly from the failure of the discharging
port/terminal/installation to comply with the ISPS code or the MTSA will be for the
Receiver’s account.

23) Section 408 of the U.S. Coast Guard Authorization Act of 1998, Public Law 105-
383 (46 USC, Paragraph 2302(e)), establishes effective January 1, 1999, with respect
to non-U.S. flag vessels and operators/owners, that substandard vessels and vessels
operated by operators/owners of substandard vessels are prohibited from the carriage
of government impelled (preference) cargo(es) for up to one year after such
substandard determination has been published electronically. As the cargo advertised in
this IFB is government impelled (preference) cargo, offeror must warrant that vessel(s)
and operator/owner are not disqualified to carry such cargo(es).

24) Provisions for U.S. Flag Vessels: One-way rates must be quoted in addition to
round trip rates for U.S. flag non-liner vessels whose date of original construction
exceeds 15 years from date of fixture.
Further:
a) Approved U.S. flag rates will be reduced to a level no higher than the Maritime
Administrations fair and reasonable rate in the event that approved vessel is substituted
by a lower cost vessel to the U.S. government (including tug and/or barge).
b) For U.S. flag vessels loading less than a full cargo, the less than full cargo rate will be
subject to a reduction to meet any revised Maritime Administration freight rate guideline
due to vessel loading other additional cargo.
(c) U.S. Flag offers will not be considered if the vessel operator has not provided the
Maritime Administration with the vessel costs prior to submission of the offer.
(d) U.S. Flag vessels which require approval from the Maritime Administration to
paCPIcipate in preference cargoes because of Operating Differential Subsidy (ODS),
contractual constraints or because of reflagging/foreign construction issues must obtain
such MARAD approval prior to submission of bids.
(e) One-way rates must be quoted in addition to round trip rates for non-liner U.S. Flag
vessels whose date of original construction exceeds fifteen years from date of fixture.
(f) U.S. flag offers will not be considered if the vessel operator has not provided the
Maritime Administration with the vessels costs prior to submission of offer.

25) Offerors are required to provide the following information: Vessel name / type /
flag / year built / class / LOA / beam / DWT / draft / gear (if any) / ETA at load and
discharge ports /full style of owners. Vessels must be in class at time of the offer and
during the voyage. Performing vessel must submit the last three cargoes carried prior to
the loading of the contracted cargo under this IFB.

26) Freight rates are to be quoted in U.S. Dollars per metric ton basis one (1) loading
berth, one (1) loading port to two (2) safe discharging berths, discharging port Santa
Marta, Colombia for up to 30,000 Metric Tons of Soybean Meal in bulk, and/ or one (1)
safe discharging berth, discharging port Barranquilla, Colombia for up to 20,000 Metric
Tons of Soybean Meal in bulk. Plus, additional freight (if any) per metric ton on entire
cargo for each additional load berth, load port if used.
All proposals will be evaluated on the rates submitted in WBSCM. Free form remarks
are not evaluated and are for informational purposes only and to cover optional ports,
optional discharge rates, etc.
For evaluation, Offerors to enter Ocean Transportation charges basis Free Out, Two (2)
safe berths, Santa Marta, Colombia and/or One (1) safe berth, Barranquilla, Colombia.
If owners intend to lighten, offer to specify the cost of lightening, and whether action is
full or partial lightening. If lightening is not performed at the discharge port and the
Vessel discharges at berth then the cost of lightening will be deducted from the ocean
freight.

27) COVID: In the event authorities do not permit the vessel to enter the port, and/or
grant Free Pratique, because of port quarantine procedures related to COVID-19
restrictions and thus causing the vessel to be detained from entering the port and
discharging the cargo, such time lost shall be entirely for Vessel Owner’s account and
time.
Any delays or quarantine time due to determination of COVID -19 infection by any ship
personnel, and/or due to contamination of the vessel, the time to remedy and
disinfection of same, including vacating/re-berthing costs and shifting time, if the vessel
was already at/in berth/port, shall be entirely for vessel owner’s account and time.
Any delays or quarantine time due to determination of COVID-19 infection by any
receiver’s personnel, receiver’s contractor and/or due to contamination of the
discharging and/or storage facilities at the discharge port, the time to remedy and
disinfection of same, including vacating/reberthing costs and shifting time, if the vessel
was already at/in berth/port, shall be entirely for buyer’s/receiver’s account and time.

28) Counterpart International reserves the right to accept or reject all offers.

29) Commission: 1.67 percent on gross freight /deadfreight / demurrage is payable to
BKA Logistics LLC.

30) Further Details: Otherwise subject to terms and conditions in accordance with this
IFB and Counterpart International Charter Party Proforma.

31) Submission of Offers: Offers to be submitted electronically through the WBSCM
no later than 1000 hours CDT USA on March 17, 2026. Only offers which are
responsive to this IFB will be considered and no negotiation is permitted. Only firm
offers will be considered. Offers are to remain valid until 1700 hrs Washington DC time
March 19, 2026. Fixtures resulting from this tender are subject to approval by Charterer
and USDA.
For further information regarding this specific tender contact:
BKA Logistics LLC, 1629 K Street NW, suite 300, Washington DC 20006.
Phone: 202-331-7395
Email: mark.millard@bkalogistics.net / Email: rsingh@bkalogistics.net .
End.